Automatic slow-down stop-motion device.



Y PATENTED DEG. 11, 1906-.

A. M. GOYLB. vAUTOMATIC SLOW DOWN STOP MOTION DEVICE.

APPLIOATION FILED APB. 21.1908.

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110.8311170. PATBNTED DEO. 11, 1906.

A. M. OOYLE. v AOTOMATIO sLow DOWN STOP MOTION OBVIOE.

APPLICATION FILED APB. 21.1906.

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In Ventor UNITED STATES PATENT OFFIOE.

ANDREW M. COYLE, OF N EW YORK, N. Y., ASSIGNOR TO OTIS ELEVATOR COMPANY, OF JERSEY CITY, NEW JERSEY, A CORPORATION OF NEW JERSEY.

Speccaton of Letters Patent.

Patented Dec. 1 1, 1906.

Application filed April 2l, 1906. Serial No. 313.048.

T all whom it may concern:

Be it known that I, ANDREW M. OOYLE, a citizen of the United States, residing at New York city, in the county of New York and State of New York, have invented a new and useful Improvement in Automatic Slow- Down Stop-Motion Devices, of which the following is a specification.

My invention relates to dash-pots for operating brake apparatus, and is particularly adapted to hoists, but it may have a general application.

It is an improvement of the invention disclosed and claimed in my copending application, Serial No. 270,301, filed July 18, 1905, dash-pots for hoists.

' One of the objects of the present invention is the provision of dash-pot mechanism connected to brake apparatus exterior thereto to effect a retardation or gradual stopping of a moving body.

A further object of my invention is the provision of a dash-pot and a brake exterior thereto for gradually and positively stopping a hoisting-drum after the same has made a predetermined number of revolutions.

Other objects of this invention will appear hereinafter, the novel combination of elements being pointed out in the claims.

In the accompanying drawings, Figure 1 represents a side elevation, and Fig. 2 a front elevation, of a hoisting device with my invention applied thereto. Fig. 3 is a detail view. Fig. 4 is a side elevation similar to Fig. 1, but showing a modification; and Fig. 5 is a front elevation of Fig. 4.

Although I have herein shown a manuallyoperated hoist, it will be obvious to those skilled in the art that my invention may be adapted to any kind of hoisting device. Furthermore, myinvention is not to be limited in its application to hoists, but may be used whenever a moving body is desired to be retarded or prevented from gaining an excessive speed or to gradually stop such moving body without shock or jar. It will therefore be seen that the manual device disclosed is set forth merely by way of illustration.

Referring now to Figs. 1 and 2, 1 designates a bed-plate, to which is secured the frame 2. In this frame is rotatably mounted the drum 3, which carries the drum-gear 4 at one end and the brake-pulley 5 at its other end. A shaft 6 is rotatably mounted in the upper portion of the frame 2, and to its outer ends may be connected the handles 7 7 for turning the same. Apinion 8, secured to the shaft 6, meshes with the drumgear 4, so that when the handles 7 7 are actuated to turn said shaft 6 the drum 3 will be also turned. Of course any power may be applied to operate the hoist-as, for example, steam, electric, hydraulic, &c. Turning with the actuating-shaft 6 is a ratchet 9, with which normally engages the pawl 10, pivoted on the rod 11 at the upper end of the hoist-frame 2. If desired, a pneumatic device may be employed .to automatically release the pawl when necessary. In this instance a pneumatic device is shown which comprises a chamber 19, supplied with compressed air through the pipe 18. A latch 15 is forced downwardly by the pressure of the compressed air upon the diaphragm against the action of the spring 16. lVhen this pressure is released for any reason, the spring 16 forces the latch 15 upwardly, whereupon the weight 13 will move the pawl 12 against the pin 14. This pin is secured to the heel of the pawl 10, and by reason of its being struck a hammer-blow the pawl 10 will be released from the ratchet 9, although there may be a heavy load connected t0 the hoisting-cable wound 0n the drum 3, but not shown. The pawl 10 may also be released manually or automatically by means of the rope 17, if desired. This construction is described and claimed in my copending application, Serial No. 227,752, filed October S, 1905, improvement in fire protection.

On 'the shaft 6 is a bevel-gear 21, which meshes with another bevel-gear 22, the latter being secured to the upper end of the shaft 23. This shaft is screw-threaded, and its ends are mounted in bearings 24 25 in the cylinder 26.

On the screw-threaded portion of the shaft 23 is a piston 27 in the form of a nut, which is limited to a longitudinal movement when said shaft is rotated. This longitudinal movement may be obtained by any wellknown means or by that shown in my co- IOO pending application hereinbeiore referred to, I load tends to descend yat too Serial N o. 270,301. The cylinder 26 should be iilled with some non-compressible Huid, preferably oil, and a check-valve 28 placed in the piston 27 to permit free movement ofthe said piston in one direction. A by-pass 29 is provided forv the oil to pass from one side of the` piston to the other when the latter moves downwardly, as viewed in Fig. 2. This bypass may be in the wall of the cylinder 26 or comprise a pipe suitably secured thereto at its upper and lower ends.

- The rate of flow of the oil from one end of the cylinder to the other may be regulated by means of the vents 30 30 30, which may vary in size as to each other in any desired manner. For instance, they'may be successively smaller in either direction. Furthermore, the How of fluid through these vents into the by-pass 29 may be throttled, more or less, by means of the bolts or plugs 31 31 31,-

which when in adjusted position may be locked by the nuts 32 32 32. As the piston 27 descends it successively covers the vents 30 30 30, and thus' progressively increases the restriction to the iiow of oil and the consequent retardation of the load as it approaches the limit of its travel.

' It should be noted that the valve 28 may be omitted from the piston if it is desired to make the dash-pot operative in both directions, as may sometimes be the case, and the vents 30 30 30, with the adjacent adjusting devices, may be employed at both ends of the cylinder without departing from the principles of my invention, the modifications in details and arrangement Amade necessary by the change being evident to an engineer.

In my copending application, Serial No. 270,301, hereinbefore referred to, I have shown a brake device which is within the cylinder itself and comprises a series of interleaved disks; but in this instance I have shown brake apparatus outside of the cylinder, but connected thereto by the pipe 33. This brake apparatus comprises a brakeband 39, having one end pivoted at 40 to the frame 2 of the hoist and its other end pivoted at 41 to the brake-lever. This brake-lever is pivoted at an intermediate point A38 to the bracket 42, secured to the frame `2, and its outer end'is pivoted to the vertical rod 35,'to the upper end of which ris attached the weight 36. The lower end of the rod 35 is fastened to a diaphragm in the casing 34. The diaphragm is of course elastic and movable, but is so arranged between the sections of the casing 34 that the lower section forms a closed chamber, except for the opening, which communicates with the pipe 33. Ordinarily when the piston is descending the parts may be so designed that little or no effect will be produced on the diaphragm to operate the brake apparatus; but it the the pressure on the oil through the pipe 33 and onto the diaphragm may be so great as to operate the brake apparatus to a su'liicient extent to retard the hoisting-drum. It will thus be seen that the speed of travel of the drum and load will be automatically regulated. In any event, however, when the piston 27 approaches the vents 30 and closes the same one after another the pressure on the diaphragm will be correspondingly increased. As the rod 35 is moved upwardly and the pivotal point 41 downwardly the brake-band 39 will be clamped firmly on the brake-pulley 5 with gradually-increasing force until iinally the drum and load are stopped and held.

After the piston 27 has come to rest at its limit of travel thepressure on the diaphragm will be gradually relieved, either for the reason that the piston 27 is loose-fitting in its cylinder or that the lowermost vent is left partially open to permit the oil to iiow very slowly to the upper side of the piston directly or through the by-pass 29. It is evident that the brake-band 39 will therefore be released, so that the hoist may be started in the opposite direction.

In Figs. 4 and 5 I have shown a modiication'in that a hydraulic motor is employ'ed to operate the brake apparatus. This motor comprises a cylinder 43 and piston 44, the former being connected below said piston to the dash-pot cylinder 26 by means of the pipe 33. A piston-rod 45, connected to the upper side of the piston 43, extends upwardly and. is pivoted at 49 to the brake-lever 37. This lever has a pin-and-slot connection 38 with a bracket 42/, which is rigidly attached to the frame 2 ofthe hoist. The inner end oi" the brake-lever is pivoted to the ends of the' brake-band 39, while its outer end carries the weight 36 to automatically release the brake when the pressure in the hydraulic motor" is relieved. The piston-rod 45 is surrounded by the Casin 46, in the upper end of which is a stuflingox 47 for said piston-y rod. A pipe 43 connects the upper end of the casing 46 with the upper end of the dashpot cylinder 26. The dash-pot cylinder and the lower part of the motor-cylinder 43 are filled with some incompressible fluid, as oil; but it will be seen that if any oil escapes past the piston 44 to its upper side Aand such oil finally ills the upper portion of the cylinder 43, the casing 46, and the pipe 48 it will iow back into the dash-pot cylinder 26 at its upper end, where the pressure is always less than beneath the piston 27.

The operation ofthe construction shown in Figs. 4 and 5 is similar to that of Figs. 1 and 2. While the piston 27 is descending a certain pressure on the oil below the pistons 27 and 44 is produced, and if the hoist operates at an excessive speed the brake will be pargreat a speed IOO tially applied and the hoist retarded. This operation is in the nature of a governing action. W'hen the load approaches its limit of travel, corresponding to the movement of the piston 27, the vents 30 30 30 will be covered one after another to eifect a gradually-increasing pressure on the piston 44 in the hydraulic motor. The lever 37 will therefore be turned on the point 3S as a fulcrum and the brake-band firmly applied to the pulley 5 to positively slow down and stop the hoisting-drum 3. As explained heretofore, the brake will be released automatically, but very slowly, by reason of the oil iiowing past the piston 27 to its upper side or through a partially-uncovered vent 30 to the by-pass 29. Obviously the brake may be held applied, if desired, and released by opening a by-pass around the motor-piston 44 or in any other desired manner.

Having thus fully described my invention and without limiting myself to the details of construction and arrangement of parts, what I claim, and desire to have protected by Letters Patent of the United States, is-

1. The combination with a dash-pot, of a brake exterior to the dash-pot, and means operated by the dash-pot for actuating the brake.

2. The combination with a dash-pot, of `a friction-brake outside of the dash-pot connected to retard a moving part, and means connected to said dash-pot for operating said brake.

' 3. The combination with a dash-pot comprising a cylinder and a piston, of means for opposing the motion of said piston by fluidpressure, and brake apparatus without said cylinder but connected thereto for effecting the retardation of a moving part.

4. The combination with a dash-pot, of a brake exterior thereto, and means for governing the application of said brake.

5. The combination with a dash-pot geared to a rotating mechanism, a brake, a motor for operating said brake, and a connection between the dash-pot and motor to effect the operation of the latter by fluid-pressure to apply the brake. Y

6. The combination with a dash-pot comprising a cylinder, a reciprocating piston, and

a rotatable piston-rod, of a brake, and means outside the cylinder but connected therewith for operating said brake to check said pistonrod.

7. The combination with a dash-pot comprising a reciprocating piston and a rotating screw-threaded piston-rod operating in a thread in the piston, of means for governing the speed of travel of said piston, brake apparatus independent of the dash-pot, and means connected to the dash-pot for operating said brake apparatus.

8. The combination with dash-pot mechanisrn, of means for progressively increasing the retardation of the piston as it approaches a predetermined point in its stroke, a brake device separate from the dash pot, and means operated by said dash-pot mechanism for actuating said brake device.

9. The combination with a daslrpot, of a by-pass, a plurality of adjustable vents between the dash-pot and the by-pass, a brake indirectly connected to said dash-pot, and means operated by said dash-pot for effecting the actuation of said brake.

10. The combination with a dash-pot, of a by-pass, a series of vents of rogressivelyvarying sizes between the das -pot and the by-pass, the vents being arranged in the path ofthe piston to be successively covered thereby as it reaches the end of its stroke, a brake, and a motor connected between said brake and said dash-pot, the connection to the dashpot being adjacent said vents.

11. The combination with a hoist, of a dash-pot stop-motion device connected thereto, a brake independent of said dash-pot stop-motion device, and means operated by said stop-motion device Jfor applying said brake to a moving part of the hoist.

12. The combination with a dash-pot, of a hydraulic motor, a brake operated by said motor, and a plurality of connections between said motor and dash-pot.

13. The combination with a dash-pot, of a hydraulic motor, a brake, and connections between said motor and the ends of said dash-pot.

14. The combination with a dash-pot, of a motor comprising a piston, a brake, a connection between the motor above said piston and the said dash-pot, and an additional connection between said motor below said piston and said dashot. Y

15. The comination with a dash-pot comprising a piston and cylinder, of a hydraulic motor having a piston and piston-rod, a brake connected to said piston-rod, a pipe connecting one end of the dash-pot cylinder with said motor above the motor-piston, and a pipe connecting the other end of the dashpot cylinder below the motor-piston.

16. The combination with a hoist, of a brake therefor, a hydraulic motor for actuating said brake, and stop-motion apparatus Jfor operating said motor to check or govern the speed of travel of the hoist or to gradually stop the hoist at a predetermined point in its travel.

17. The combination with a dash-pot comprising a cylinder, an internally screwthreaded piston, and a screw-threaded pistonrod of a by-pass; adjustable vents establishing communication between said cylinder and said by-pass, a hydraulic motor comprising a reciprocating piston and a pistonrod, a brake connected to the piston-rod, a

IOO

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Cylinder and pipe establishing communieation between the motor-cylinder above its piston and one end of said dash-pot cylinder,

and a pipe connecting said motor-cylinder Y ANDREW. M' GOYLE 5 below its piston With the other end of the Witnesses: dash-pot Cylinder adjacent Said vents.

A W. H. BRADY, In testimony whereof I have signed my i ALEXANDER DE MILAN.

name to this specification inthe presence of tWo subscribing Witnesses. 

